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P. PURDON 8: H. E. WALTERS.

ROLLER BEAR INGn No.`5o9,o48. Patented Nov. 21, 1893.

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F. PURDON &7 I-I. E. -WALT ER'S. ROLLER BEARING.

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UNITED STATES PATENT 'OFFICE.

FREDERICK PURDON AND HARRY ERNEST WALTERS, OFLONDON, d t ENGLAND.

ROLLER-BEARING.

SPECIFICATION forningpart of Letters Patent No. 509,048, dated November 21, 1893. A Application filed March 15. 1893. Serial No. 466,149. (No model.)

.Ta all whom ?Stand/y concern:

Be it known that we, FREDERICK PURDON and HARRY ERNEST WALTERS, residin g at No. 2 Great George Street, Westminster, London, in the county of Middlesex, England, have invented new anduseful Improvements in Roller and BallBearings for Road-Vehicles, of which the following is a specification.

Our invention relates to improvements in roller bearings; and it consists in the novel construction and combination of the parts hereinafter fully described and clairned.

In the drawings: Figure 1 is an end elevation of which the top left hand quadrant is an exterior view, the top right hand quadrant is -a section upon the line A-B, Fig. 2, the lower right quadrant is an end elevation of the inside of the bearing, and the left hand bottom quadrant is an end elevation from the exterior with the outside cap removed.

Fig. 2 is a longitudinal section. Fig. 3 is a detail view of the ball, the end of the roller and the separating ring. Fig. 5 is a longi- `tudinal section of an alternative nethod of constructing our invention. A Fig. 4 is an end elevation, the top left hand quadrant being taken from-the exterior, the top right-hand quadrant being a section upon the line A-B,

Fig. 5, the lower right hand quadrant is an end elevation with the outer caps *removed, and the lower left hand quadrant is an end elevation with m'erely the exterior cap removed. Fig. 6 is a detail view showing theball, the end* of the roller, and the path.

Similar letters refer to similar parts throughout the several Views. r

Referring to Figs. 1, 2 and 3, this design of bearing for road.vehi`cles is intended for cases in which the shaft is cylindrical. a, is the shaft the bearing of which is turned truly cylindrical. b, b, are rollers also cylindrical and preferably of hardened steel. o isa cas ing 'of cast iron or other suitable material whicl is bored out internally to a diameter equalto the diameterof the shaft a plus twice the diameter of one of the rollers b. The said rollers b are however free to revolve in the space between the shaft a and the casing c both' upon their own axes and in a circle about the center of the shaft a. The inside curved path g' suitable for the ball.

Our Object has beento prevent any two rollers from touching each other; we therefore' provide between every two adjacent rollers a ball h, and in this particular instance the centers of the balls h lie upon the same `circle as the centers of the rollers b. This however is not anessential feature and in some cases we preferto place the balls with their centers upon acircle smallerin diameter than that passing through the centers of the rollers and in other cases upon a circle larger in' diameter than that passing through the centers of the said rollers. It is obviousthatsome method must be used to keep the balls in their relative positions with regard to the rollers, and for this purpose live rings j and j' are used. The form of the end of the rollers b is shown most clearly in Fig. 3. The end lo has a groove or curved path formed upon it and a similar curved and grooved path is formed upon the ringj. Between the two paths upon *k and 7 the ball his held. Upon the cover a is formed a curved path m by means of which the balls h are prevented from moving toward the center of the shaft, and siuilarly a path m' is formed upon the parte forasirnilar purpose.

The action of the bearing is as follows:-

When the nave ?I of the wheel of `the Vehicle rotates it causes the casing c to rotate also;

.the load which is borne upon the rollers b or upon some of them is thus transmitted to the shaft a; free rolling motion is obtained' between the casing c, the rollers b, the balls h,

' the shaft a, the ringsj,j', and the paths m, m'.

As in the case f road Vehicles there is usually some end play between the nave of the Wheel and theaxle; the ball g is designed' to take `up this end pressure, and it will be seen that if the axle a is stationary and the nave is IOO thrustinward, the cap f transnits the pressure through the ball g to the shaft a, and similarly the pressure in the opposite direction is transmitted from the part e through the ball g to the shaft a.

Referring to Figs. 4, 5 and 6, these illustrate the application of our invention to a taper axle; the axle itself is lettered a and a sleeve 'n, is secured thereon to form the bearing of the axle.

the taper part of the axle; the casing c, preferably of cast iron, is bored internally truly cylindrical of such a dianeter as to be equal to the exterior dianeter of the sleeve'n plus twiee the diarneter of one ot' the rollers b; the rollersb which are cylindrical can therefore roll freely between the casing c and the sleeve n. The cap d is fitted into the casing c and is provided with a cylndrical path m upon which the balls h roll; the part e is screwed into th'e casing c and is provided with a path m' upon which the balls h roll; the cap 0 is screwed upon the axle a and is provided with a path p upon which the ball g is free to roll and a nut qretains the cap in its position. The cover f is screwed into the casing c. The interior of the cover f' and the part e are turned to a curved form upon which the ball g rolls. In the present case the balls h, h' are placed in such a way that their centers fall upon a circle snaller in diameter than ,that passing through the centers of the rollers, and in this case we do not use a ring as shown in Figs. 1, 2, and 3. Owing to the taper of This bearing is turned truly cylindrical and its ends are bored so as to fitthe shaft'the sleeven can be slipped into po sition after arranging the balls and rollers. The action is precisely Similar to that described heretofore. The nave t' revolves and with it the casing o. Pressure is transmtted through the 'rollers b to the sleeve n and thence tothe shaft a. The balls h are merely used for the purpose of preventing contact between any two rollers. The ball g is provided to take up end pressure. The ends la of the rollers b are formed with a curved or grooved exterior in Such a way that, as shown in Fig. 6, the ball h is held'between la and m.

What we claim is-- The combination, with a Wheel hub, of a cylindrical casing secured ,in the hub, the two caps e and f secured in the end of the casing and forming an annulargroove, a ball g running in ,the said groove, a shaft provided with a cylindrical bearing and a grooved end portion engaging the ball g,a series of rollers having grooved ends and interposed between the cylindrical bearing of the shafit and the cylindrical casing, halls interposed between the grooved ends of the said rolle's,' and means for supporting the said balls, substantially as described and shown.

In testimony whereof we hereunto affix our signaturcs in the presence. of two witnesses.

FREDERICK PURDON HARRY ERNEST WALTERS.

Witnesses:

WILLIAM B. CANDY, JOHN P. UDONNELL. 

